Curtiss P-6 and Jimmy Doolittle [9110] (WASM)Curtiss P-6 for aerobat Jess Bristow, 1939 [NX9110] (Frank Rezich coll)P-6, YP-6 (Model 34) 1929 = Streamlined fuselage, rounded nose. 600hp Curtiss V-1570-17; v: 181/145/x range: 272 ceiling: 23,200' POP: 1 civil [X/NX9110] and 18 Army [29-260/273, -363/366], of which the first 9 were modified for V-1570-23 with Prestone cooling as P-6A; also 2 originally as P-11 service testers [29-367/368] became P-6. All eventually became P-6Ds. Although the new YP designation was in effect at the time, there are only a few records of its use on the P-6. Retroactive designation as Hawk I (Model 35) for 16 exports to Netherlands in 1930.

Curtiss XP-6H [32-233] (USAAF)XP-6H 1933 = P-6E with experimental wing fitted with six .30 guns, two of these in the upper wing and one each in the lower wings. POP: 1 [32-233], later reverted to P-6E with original wings minus guns.

Curtiss P-6S Cuban export (Peter Bowers coll)P-6S 1930 = 450hp P&W R-1340. $18,445; POP: 3 exports to Cuba, and 1 to Japan that does not appear on company sales records but could be the Conqueror-powered [42K], aka Japan Hawk.

Curtiss XP-10 [28-387] (WASM)P-10 Hawk 1930 = Gull-wing 1pOB; 600hp Curtiss V-1570-15; span: 33'0" length: 23'3" (?>24'6") load: 935# v: 191/173/x range: 460 ceiling: 26,500'. POP: 1 as XP-10 [28-387]. Plagued by radiator problems and with no better performance than the Hawks, it was scrapped after only 10 hours logged time.P-11 Hawk 1929 = Prototype P-6E, originally scheduled for the Curtiss H-1640 Chieftain, which proved to be unsatisfactory. Wheel spats and tailwheel, redesigned vertical tail. POP: 3, of which 1 converted to YP-20 with 575hp Wright R-1820-9 radial [29-374], and 2 to YP-6 [29-367/368].
P-14 1929 - Design competition with Thomas-Morse P-13. Not built.Curtiss XP-17 [25-410] (USAF Museum)P-17 Hawk 1930 = P-1 modified as a test-bed for an inverted Wright 480hp V-1470-3; span: 31'6" length: 22'10" v: 165/130/62 ceiling: 21,400'. Its crude, ill-fitting sheet-metal cowling was considered sufficient for test purposes. POP: 1 as XP-17 [25-410].
P-18 - Biplane design project cancelled.
P-19 - Monoplane design project cancelled.Curtiss YP-20 [29-374] (USAAF)P-20 Hawk 1930 = Modified from P-11 with wheel pants, NACA cowling, steerable tail-wheel, 650hp Wright R-1870-9; span: 31'6" length: 23'9" load: 756# v: 187/150/61 ceiling: 26,700'. POP: 1 as YP-20 [29-374], repowered by 600hp Curtiss V-1570-23, modified with the forward fuselage section of XP-22, and redesignated XP-6E.P-21, -21A 1930 = Redesignated from XP-3A to test the 300hp P&W R-985. POP: 2 as XP-21 [26-300, 28-189]. With conversion to P&W R-975 the former became XP-21A and with a D-12 engine the latter a P-1F.XP-21 is yet another example of the inconsistent designation system used by the AAC during the '20s and early '30s. Its history begins with the P-3, an attempt to adapt the Curtiss P-1 biplane fighter to a radial engine. The last P-1A of the series [26-300] had been modified as the XP-3A with the replacement of the original liquid-cooled Curtiss D-12 by an air-cooled 410hp Pratt & Whitney R-1340-3 radial. This first flew in Apr 1928 and became the prototype for the P-3A series, of which only five were built [28-189/193]. In 1930, XP-3A and P-3A [28-189] were used as flying test-beds for the new 300hp P&W R-985 Wasp Junior and were then redesignated XP-21, a new designation meant to identify a particular test configuration, not a new prototype. The first flight of an XP-21 was in December 1930, but tests did not convince the Army there was any intrinsic superiority of the radial as powerplant for the Hawk. Consequently, XP-21 [28-189] was later fitted with a D-12 engine and became a standard P-1F. However, XP-21 [26-300] continued as a test-bed and became XP-21A when it was fitted with an improved 300hp R-975 Wasp Junior. ( Joe Baugher)Curtiss XP-22 [29-262] (Gordon S Williams coll)P-22 Hawk 1930 = P-6A modification with 700hp Curtiss V-1570-23 and revised radiator for Prestone coolant, single-strut landing gear; length: 23'7" v: 202/172/61 ceiling: 26,500'. POP: 1 as XP-22 [29-262], reverted to P-6A after tests. 1932 contract for 32 units redesignated as P-6E.Curtiss XP-23 [32-278] (WASM)P-23 Hawk (Model 63) 1932 = 1pOB majorly redesigned and rebuilt from the final P-6E with all-metal tail and monocoque fuselage as the last of the USAAC biplane fighters. Geared, 600hp turbo-supercharged V-1570-23; span: 31'6" length: 23'10" load: 850# v: 223/190/70 range: 435 ceiling: 33,000'. POP: 1 as XP-23 [32-278], redesignated YP-23 after removal of problematical supercharger.Curtiss XP-31 [33-178] (USAAF)Curtiss XP-31 P&W SR-1340 [33-178] (USAF Museum)P-31 (XP-934) (Model 66) 1934 = 1pClwM; 600hp Curtiss GIV-1570F; span: 36'0" length: 26'3" load: 809# v: 208/184/81 ceiling: 24,400'. Thomas P Wright et al. Sometimes referred to as "Mini-Shrike" as its design influence. Slotted wing; wheel pants. Tested as XP-934, refitted with cowled P&W SR-1340. POP: 1 as XP-31 [33-178].Curtiss P-36 (USAF Museum)P-36 Hawk (Model 75) - 1pClwM rg; evolved from civil Model 75D Don Berlin. About 1,000 export models were designated Hawk 75. First US design to down a German plane in WW2 (French Air Force), and first US service plane to down an enemy aircraft (12/7/41, Pearl Harbor).

Curtiss P-36A (USAAF via Dave Gramme)P-36A (Model 75L) 1938 = Production version; 1050hp R-1830-13 length: 28'2" (?>28'6") v: 295/256/68 range: 825 ceiling: 33,000'. POP: 177 [38-001/009, -011/180], which included 1 each XP-40 and XP-42 prototypes. Some imports in Norway were impounded by Germany after its invasion and sold to Finland, who also acquired more captured French P-36s from the Luftwaffe. With a total fleet of 44 P-36s (H75s), Finnish pilots scored a notable 190 combat victories over USSR with only 24 losses!

Curtiss P-40 Tiger trio (AETC)Curtiss P-40 cockpitP-40 Kittyhawk, Tomahawk, Warhawk (Models 75, 81, 87) - 1pClwM rg. Popularized as the aircraft used by the Flying Tigers (American Volunteer Group) in their lopsided victories over the Japanese Air Force in early 1942. Interestingly, although favored by USSR pilots, Premier Josef Stalin opted for Bell P-39 over P-40 as "more suited for combat against German fighters." Total of 13,738, including export versions, made it the third most-produced US fighter of WW2 (after P-51 and P-47).

Curtiss XP-40K [42-10219] (Curtiss)XP-40K 1942 = Used to test installation of several Allison variants and the R-R Merlin V-1650-1. POP: 1 [42-10219], sent to USSR after testing.

P-40K Warhawk (Model unknown) 1942 = 1325hp V-1710-73; v: 362/290/82 range: 350 ceiling: 28,000'. POP total: 1,300, of which early production models had the shorter (31'2") fuselage and small dorsal fins, and 2 were modified as P-40Q [42-9987, -45722]; plus 25 to Brazil and 327 to RAF, some of which were reclaimed by USAAF for North Africa operations.

Curtiss R-6L Seaplane [AS-505] (Roy Nagl coll)Curtiss R-6L (postcard, captioned as "L-9")R-6L 1918 = Twin-float version; 360hp Liberty 12; span: 57'0" v: 104/92/56 range: 368 ceiling: 9,900'. POP: 122 [A873/994], plus 40 converted from R-6 [A302/341].It looks like every photo I've seen of Curtiss R-6 except for the twin vertical radiators. Liberty R-6s were designated R-6L, and a later model, almost indistinguishable from the R-6, was apparently known as the R-9. Hence, possible Liberty versions would be R-9L, maybe resulting in the designation confused in the postcard's caption. One source said a number of R-9s were turned over to the Army as landplanes, but maybe this one kept its floats. ( Bill Devins 10/7/01)
Wing struts, twin floats, float strut configuration, top wing skid plates, and dihedral definitely match photos of R-6, a development of R-3. It could also be an R-9, which was a bomber version structurally identical to R-6. As far as the Army guy on the float, the Army ordered some R-s on floats. Most were transferred to the Navy. The Navy transferred some R-9s to the Army in 1918. The twin tower radiators are not normal for either R-6 or R-9 and may be an early test or experimental version. ( Roger Finnerty 10/10/01)

Curtiss R4C-1 [9584] (William T Larkins)R4C 1934 = USN version of T-32 Condor for Antarctic service, to USMC in 1935. POP: 2 as R4C-1 [9584/9585]. Both R4C-1s were abandoned to the snowdrifts in 1941 by the US Antarctic Service, and at least one is still down there somewhere. Bring shovels and warm clothing.Curtiss R5C-1 (Peter Bowers coll)R5C Commando (Model CW-20) 1943 = C-46 transferred from USAAF inventory. POP: 120 as R5C-1 [39492/39611], of which 10 to USCG with long-range fuselage fuel tanks used as cargo and personnel haulers until 1950.RA - ChwM; three 300hp Wright R-975; span: 63'4" length: 49'1" v: 129.

Curtiss Robin J-1 [NC762M] (Frank Rezich coll)Robin J-1 (Model 50H) 1929 (ATC 220) = 3pChwM; 165hp Wright J-6; span: 41'0" length: 25'6" load: 898# v: 118/100/45 range: 540 ceiling: 12,800'. $7,000, $5,995 in 1930; POP: 62, includes about 20 converted from other models. This was the model (an ex-Robin B [NX9243]) in which Douglas "Wrong Way" Corrigan became "disoriented," departing NYC and ending up in Ireland instead of California in 1938. A rare variant, repowered by its owner with a 150hp Comet in 1937 and registered in Oregon as "Comet Robin" [791M], technically does not exist. It does not appear on Curtiss Co or Federal records since it was only legal to fly within the borders of that state.

SB2C-6, SBF-1 1945 = 2100hp R-2600, larger fuel tanks. POP: 1 as SB2C-6 and 50 as SBW-1. Additional 300 built by Fairchild as SBF-1/-3/-4E, and 894 by Canadian Car & Foundry as SBW, of which 26 went to Fleet Air Arm.

SC-6 19?? = Conversion of Martin SC-1 with 730hp Packard 1A-2500. POP: 1 SC-6 [A6834] and 1 XSC-6 [A6835].SC-7 1924 = Floatplane torpedo-bomber conversion of CS-1 with 600hp Wright geared T-2A engine. POP: 1 as XSC-7 [A6503].SE-5 1918 = British SE5a fighter built under license by Curtiss. POP: 1 for the Army [AS43153] out of an order for 1,000, the rest cancelled after the Armistice. Curtiss also assembled 56 more from British-built airframes, which retained their British s/nsthey were often referred to as "Curtiss SE-5s"of which 2 went to USN [A5588/5589]. SEE ALSO Eberhart. Many British SE5a fighters, assigned to American squadrons, also came to USA with their returning units after war's end; total number unknown.Curtiss Seagull Catalina Island pilot Art Burns and his "maintenance crew" (B C Reed coll)Curtiss Seagull Restoration (Natl Aviation Museum, Canada)Seagull aka Model 18 1919 = Post-war civil development of Models F and MF. 2-4pOBFb; 160hp Curtiss C-6A pusher; span: 49'9" length: 28'10" load: 769# v: 76/60/x range: 288 ceiling: 3,000'. $5,850 with optional wheels; POP: uncertain; [39E, 394H, 7947, 855H, et al]; [39E] had 150hp Curtiss K-6. A 1911 Curtiss ad described "Seagull" as "...a stock machine, an exact duplicate of our Famous Number 26"we're still trying to figure that one out, maybe an exhibition number used somewhere?Shrike SEE A-18, A-25.SNC SEE Curtiss-Wright SNC.Curtiss XSO2C-1 [0950] (USN)SO2C (Model 71C) 1937 = Improved SOC-3 with flaps on all wings and length: 31'11". POP: 1 as XSO2C-1 [0950].SO3C Seagull, Seamew - 2pClwM designed to be replacement for SOC, both on wheels and floatsthe latter for catapult launches from shipsbut were withdrawn from service in 1944. To Great Britain as Seamewabout 130 as Queen Seamew exported to Fleet Air Arm for use as trainers and target drones.

Triad(San Diego) 1911 = Same as D-III Hydro with various 40-75hp Curtiss; span: 35'4" length: 25'9" v: 57-70. A "Hydro-aeroplane" with detachable floats, operable on land or sea, or both. $4,500-5,500. Modified with floats and retracting wheels, it became the world's first successful amphibian on 2/25/11, by taking off from San Diego harbor and landing on the beach (p: Curtiss).Curtiss E Triplane LandplaneCurtiss Triplane Seaplane (Paul Matt coll)Triplane aka D Triplane, E Triplane 1911 = 1pOT and OTF, modified D/E; 50hp Curtiss O; span: 26'4". Initial half-length top wing was lengthened to full-span when plane was converted to floats the same year. Difference between, or reason for, D and E Triplane designations is unknown. POP: 1.Curtiss TS-1 [A-6248] (USN via W T Larkins coll)TS 1922 = USN fighter. 1pOB and OBF; 200hp Wright J-1; span: 25'0" length: 22'1" load: 680# v: 125/x/48 range: 482 (performance and range slightly less with floats). Truss-type interplane struts, underslung lower wing. Last of the wooden Navy fighters. $9,975; POP: 34 TS-1 [A6248/6270, A6305/6315]; also produced by NAF as TS and TN. Elemental design became Curtiss F4C.Curtiss USAO-1 (P M Bowers coll)USAO-1 1918 = Wartime licensed production of British Bristol Fighter F.2b. Contract for 1,000 planes placed with Fisher Body Corp was cancelled and reassigned to Curtiss, to be powered by the 400hp Liberty 12, which proved to be painfully unfit for the Bristol. McCook Field experiments on the pattern plane supplied by RAF [A7207] showed that its Hispano-Suiza was the ideal match, so the contract was cancelled after 26 planes had been built as O-1 [AS34232/34257]. Most of those were rebuilt with a monocoque plywood fuselage and refitted with 300hp Wright-Hisso H, others experimentally with 280hp Liberty 8, and all redesignated as B-1. Further production as B-1 was then handed over to Dayton-Wright (qv). The whole episode was of comic-opera proportions, a classical demonstration of how easily things could go haywire when mishandled by intrusive committees, politicians, and the military desk set.Valkyrie 1910 = 1pOB; 39hp Curtiss. Flown by Eugene Ely in exhibitions.Wildcat SEE Curtiss-Cox.Curtiss X-1 [AS-474] (Peter Bowers coll)X-1 1917 = 2pOT; 90hp Curtiss OX-5. Built up from a JN-4 fuselage and L-1 wings as a side-by-side trainer. POP: 1 [AS474], purchased by the Army for testing. SEE L-1.